Elevator-door operation



' Dec; 7,192 I IBOQZASI' H. w. SHONNARD ELEVATOR DOOR OPERATION Filed May- 19, 1925 e Sheets-Sheet 1 INVENTO /4 WM ((1 I ATTORNEY Dec. 7 1926. 1 1,609,434

H. W. SHONNARD ELEVATOR DOOR OPERATION I l f Dec. 7 1926. 1,609,434

H. W. SHONNARD ELEVATOR DOOR OPERATION Filed May 19, 1925 6 Sheets-fSheet 4 INVENTOR Mallow/4 ATTORNEY Dec. 7 1926. 1,609,434

H. w. SHONNARD ELEVATOR DOOR OPERATION M v 1925 s Sheets-Sheet s INVENTOR ATTORNEY bee. 7,192 1,609,434-

'H. W. SHONNARD v ELEVATOR DOOR OPERATION Filed May 19, 1925 e Sheets-Sheet 6 BY 'Mwd/ ATTORNEY Patented Dec. 7, 1926.

Wire-e s tar-as nARoLn w. sno v vnan, on noNToLAm, NEW a nesny; nssrenonmo ELEVATOR scr- Pmns" COMPANY nc; or nozeors'en, JnRsEY;

JnasEY, A se men-101v on NEW ELEVATOR-DOOR .QEEBAHQ Application filed tra s, 1925. Serial no; s ege.

The present invention relates to elevator door operation and more particularly to a system and mechanism by meansof which an elevator door and car gate maybe simultaneously operated either automatically or y ha .cq tr In my co-pending application, Serial No. 2 5 l ha e de ribed a a pa tu means of which anelevator door or car gate may be operatechthe operation heing controlled by either electrical or mechanical means. The apparatus and system hereinafter described embodies various elements and mechanisms shown and described in my co-pending application but which are not claimed herein. lhe present invention relates to a new embodiment of the units or elements shown in my co-pending application in a novel system, by means of which the elevator operating units are reatly improved a nd by means of which the installation of the elevator units greatly simplifled, resulting in reducing the cost of installation and operation thereof.

h Primary bjec o the Pr sen invention is to provide a new and improved means for the automatic operation of elevator doors and car gates. s

Another oh'ect of the invention is to provide a new method for the mounting of the units or system of units in the elevator shaft, whereby the installation may be put into operation with greater ease and in, a comparatively short time, and wherebythe system may be installed with greater accuracy in general than has heretofore been possible. 1 v

A further object of the invention is ,to provide an improved form of apparatus f or the automatic operation of car gates and elevator (1001's which is adapted to he used on any form otelevator, in other words, \Yhichis of a form such as to be of universal application to elevators.

Wih these and other objects in viewthe invention comprises various features and combinat ons hereinafter described and particularly defined in the claims.

In the installation of units for the opera tion of elevator doors it has heretofore been the'p'ractice to design door operat ng mechanisms to meet the particular conditions or form of installation to which they are to be applied, and thereafter to have the units installed byexperts followingout the details of the layout; and installing the unit in whatever manner @PPQars to be best'under the circumstances or conditions to be met. Following this procedure hasresulted in much loss of time and inefliciency' in installation, and frequently also in the use of make-shift apparatus to meet the various peculiarities or conditions of installation,

where the space for the usual form of apparatus has been insufficient.

By the means hereinafter described. the difficulties inherent in the systems heretofore employed have been overcome, in that the devices are embodiedina forin which y be e p oye in conn c on w t y elevator installation or Y elevator system. Furthermore the'units may be installed by any ineehanic' of average skillj in other words, the installation does not require the work of. skilled men or experts, as have heretofore been requiredin connection with each special installation. a

In the modern elevator shaft extending frequently up to about forty stories' there is more or less variation in the shaft between the various floors; and the top of the shaft is very frequently out of alignment as much as four inches. In the installation of apparatus on the walls of the shaft it has. been the practice heretofore to practically survey the whole shaft and to calculate out in advance the positions of various door operating valve units and thereafter to install the units in these positions with the necessary changes the form of mountin; to 'coinpensjatefor the local variations, and then to testout each separate unit in place and to make the necessary adjustments." This method of installation is lv'eryftedious and requiresa great'deal of time to install and to "test out the units." By means which I, have devised the various units may be easily handled and maybe installed in a small fractien of the time gen erally required for the operation.

[The various features of my invention are ilhistrated the accompanying drawings showing the preferred embodiment of inventiol i, in which-E; V v Fig. 1 is a part sectional view in perspectiveof an elevator car at alanding in, the shaft, showing the shaft door and car gate ferred mode of mounting the various operating units in relation to the elevator car and the doors to be operated;

Fig. 2 is a horizontal sectional view of the elevator shaft and car illustrated in Fig. 1, the section being taken above the floor of the elevator car and indicating by dash lines the relative positions o'f-various units which would not otherwise appear in this view Fig. 3 is a detailed vertical sectional view taken on the line 33 of Figure 2;

Fig. 4 is a detailed sectional view taken on the line el4 of Figure 3;

Fig. 5 is a vertical view taken on the .line 5-5 of Figure 4;

Fig. 6 is a profile view of the apparatus shown in Figure 3 as seen from the left in this figure;

Fig. 7 is a detailed sectional view taken on the line 77 of Figure 3;

Fig. 8 is a plan view of the apparatus shown in Figure 6 showing the counterweight guide rail in section, and the preferred mode of attaching a door ope-rating valve unit thereto;

Fig. 9 is a detailed view in elevation showing a section of the counterweight guide rail shown in Figure 8, and the bracket for mounting a valve unit thereon;

Fig. 10 is a horizontal sectional view taken on the section 1010 of Figure 3;

Fig. 11 is a plan view of a mechanism similar to that shown in Figure 8, illustrating the manner in which the valve unit may be mounted on the car guide rail in place of on the counterweight rail in'the shaft;

Fig. 12 is a vertical sectional view of the parts shown in Figure 11; and

Fig. 13 is a front view in elevation of the form of bracket shown in Figures 11 and 12 for connecting the valve unit to the car guide rail, the bracket being shown mounted on the guide rail.

The present invention comprises means whereby the elevator shaft door or shaft doors at any landing, together with the elevator car gate may beoperated substantially simultaneously when the elevator car has arrived at the landing or when the car has been stopped within a predetermined distance thereof. The invention comprises also means whereby the shaft door or doors and car gate may be automatically operated by means of a switch or by means of mechanical hand control. The device also comprises means whereby the car gate may be opened between floors in the shaft when the elevator car is stopped, but the means provided for opening and closing the shaft door or doors prevents the operation of these doors except when the car is at the landing, or within a few inches of the landing as determined by the set or position of the'door operator control valve unit.

Referring more particularly to Figure 1 of the drawings an elevator car 10 is shown at a floor landing 12 in an elevator shaft 14, the shaft doors 16, at the landing, being shown in closed position, as is also the car gate or car door 13, which is shown in part section with a portion of the car removed so as to clearly show the door operating mechanisms. Mounted in the elevator shaft 14 are the usual elevator guide rails 20, and counterweight guide rails 24, 26, the former employed to guide the elevator during its ascent and descent through the ele vator shaft, and the latter being employed for guiding the car counterweight to prevent swinging or interference with the ele-- vator car in its movements in the shaft.

Connected to the elevator shaft door or doors are the usual toggle levers 28 having a handle 30, by means of which the doors may be opened and closed manually if desired. In order to operate theshaft doors by power, which will ordinarily be employed in connection with the apparatus, a pressure operated motor 32 of any desired form is mounted in any suitable position, preferably on a wall of the hatchway in proximity to the rear end of the elevator door. Pressure fluid, such as compressed air, is conducted to the engine or motor 32 through a pipe 34, the passage pf fluid to the operating device 32 being controlled by means of a controller valve unit 36, the operation of which will be hereinafter described.

A Valve unit36 is positioned at each floor or landing in the shaft,and may be located in any suitable position therein, although I preferably mount the unit on one of the guide rails, either on one of the car guide rails, or one of the counterweight rails in the shaft, whereby the extreme difficulties encountered in the usual installation, due to variations in the wall of the shaft, are entirely overcome, and whereby the unit may be installed in a very small fraction of the time generally required for this purpose. At each landing or floor the valve unit 36 at the floor is connected to the corresponding elevator door operating engine 32, which opens and closes the shaft doors to which it is connected at the landing.

The valve 36 is connected to a fluid pressure supply line 38 by means of a pipe 214 through whichthe pressure fluid may be supplied to the unit; the valve is also connected to an exhaust pipe or exhaust line 40 by means of a pipe 212, throughwhich exhaust air or pressure fluid is conducted away from the apparatus. The lines 33 and 40 are preferably run parallel through the elevator shaft in proximity to the guide rail on which the units are mounted, so that the pipes may be readily connected to the valve units 36. at the various landings. I

A suitable tripping mechanism or operating mechanism for operating the valves 36 is connected to the elevator car in any suitable position so that the shalt door may, be

operated wheat-he car is in a 'suitable'1)osition in pro' ximitytothe fioo r landing, and is 'so positioned with respect to the'lever or part operated upon the valve unit 36 that the latter, and consequently the door operatmg enginecontrolled thereby, may only be operated when the car is stopped at any landing within'a certain distanceol the'oor. Meansare also provided so that the tripping mechanism may be put into tripping pos1'" operatin motor 4:4 VhlCh comprises a cylinderhaving a'piston and cushioning means therein, the forward stroke of the engine, corresponding to the "door opening movement, being attaiined by 'fluid pressure, and the returnst'roke" being effected by a suitable spring in the cylinder. Any suitable form ofinotor i l may be 'employedior the operationas is obtainable on the market, such, for example, as is describedin Patent NoYLF lOQ'ZQL" T'lie engine 41ft is connected through" a pressure fluid" supply pipe 46' with cpntrol'valve 48, which I t'erman electropneumatic valvefwhich embodies a mechanisin'isiinilar tdtheva'lve and which'is 'i'rel erablyipositioned under the floor of the elevator car.

re the control valve 48 isconnected, preterab ly in a manner so as to constitute a unitary'structure, a fluid pressure operated'ino'tor 91 engine 59 see Fig. 3'), which is adapted to be operated substantially sinultaneouslywit-h the motor 44, by means of 'a"c'o"nnej ction 'to the operating" means. Theengine' 59 operates" a tripping lever 52 which has mounted thereon a roller 5% adapted to contact with a valve-operating lever 56 connected to the control valve 86. 5 In order to operate the electropneiunatic valve i8 and the engine 50, connected therewith, a supply line or flexible conducting pipe 58 is provided, which supplies coinpressed air or other pressure fluid, from aaair coinpressor59 or other source. The flexible pipe 58 is preferably attached under nection 60, as shown in Figure '2. An exhaust pipe-62 to which a mnfiler 5% may. be attached (see Figure 2) is connected to r the mechanism .158 for conductingawayeX- i l r,. z haust pressure fluid from the exhaust chamtea 'of'the'mechan'ism. r

the elevator carby means of a suitable con- L111 order to control h cperatiqn Oi th mechamsin 48 an e ectric swit h 1s p e erably employed, which be mounted in any suitable position so as to be under the control of the operator. The switch may be mounted in connection with the elevator controller 466 and is'prefc-rably mounted in the controller handle or i co nection therewith so that the switch can only be closed to cause opening of the shaft doors when the handle 68 of the controller is in neutral position. For this purpose a push button may be' positioned in the end of the Controller'f handle 68 serving to lnalre or break a circuit through circuit terminals when the control-ler' is in neutral position. Elie details of construction of the switch mechanism" does not form a part of the present invention "and is notv illustrated, therefore, in the drawings, i

The elefctri'cal circuit through the terminals of the controlling switch is connected to operating solenoids around a plunger 70 (see Figure 10,) which serves,

through suitable operating mechanism, to operate the fluid pressure controlling valve in the mechanisn 48. In order that the pressurefiuid controlling valve in theneclr, anisln 48 may be operated even il case of the failure er the electrical circuit, a mechanicalfconnection to the plunger 70 is provided, which comprises a handle72,connected by means of a system offleversi (it indicate in Figure 1) to a rod'll, which in turn is connected to the plunger 70;

The mode of operationof the mechanism 48 may now be described, "with particular reference to Figure 10 and With rele ence, also'to Figures"-3"and-6.

'Assuining that the eleva or car has been stopped within"a certain distance, such as within three inches of the floor landing, by the operation of the controller, whic-h will have been placed in neutral position, the valve operating switch, operating solenoid 7.6,- (which, as above stated is preferably connected to the controller handle 68), then closed, whereby a current "is sent through the coils 76 of the solenoichdrawing the plunger 70 to the right in Figure 1 0, against'the stop 78;. By the movdment of the plunger 70, the toggle arms 80, 82 are brought substantially into alignment. or arerinolved so that the'heads8 l, 86 are brought slightly beyond the center line passing'through' the pivots88, 9 whereby a spring 92, held at one end 91, is pressed downwardly against the top of a valve stem '94:, which serves to force the valve 96' away from its seat 98 ,the lower face'of the valve 96 being pressed against a ball 138 and holding it to itS $cat 142, wherehy the passage 14,0 communicating with the pressure supply chamber 116 is closed off, and wherebythe pressure in thechamber 100 and ports concQlmecte-d to the nected therewith is released. A. reduction in pressure takes place therefore in chamber 100 which is transmitted through passageways 102, 104 to the chamber 106 on one side of the piston 108, whereby the unbalanced pressure on the other side of the piston, in the portion of the chamber indicated by the numeral 110 forces the piston in a direction toward chamberlOO, moving the valve disc or closure 112 from its seat 114, thereby establishing communication between the chamber 116, connected to the pressure fluid supply line 58, and the inner chamber 118. By this movement of the piston 108 with its valve stem 120, the disk or closure 122 is brought against the seat 124, and communication between the chamber 126. leading to the exhaust pipe 62, and the chamber 118 is thereby cut off. The supply pressure from the pipe 58 is transmitted through chamber 118, through the passageway 128 through pipe 46 to the car gate operator or engine 44 located pref erably on top of the car. The operator 44 is connected through suitable linkages to the operating lever 42 which serves to open the car gate as soon as the supply Pressure reaches the operator. The car gate remains open through the action of the operator untilthe plunger 70 is returned to its initial positionwhereby the piston 108 is actuated 'to cut off the fluid pressure and open the.

exhaust through the valve from the engine 44.

While the piston 108 is in the position for supplying pressure fluid to the operator 44, through the chamber 118 and pipe 46, the pressure fluid is also transmitted from chamber 118 through a pipe 130 to an engine or trip lever operator 132, which is'preferably made of a part of or is directly connected with the operat ng unit 48. Through the operation of the engine 132 a trip lever 52 is operated which in turn moves a lever connected to the unit 36, causing operation thereof to transmit pressure fluid to the operating cylinder 32, operatively connected to the shaft doors 16.

hen it is desired to close the car gate and the shaft doors, the appropriate switchin connection wit-h the controller handle 68 is operated so as to pass a current through the coils of the solenoid 134 whereby the plunger will be moved into the position (shown in Figure 10), in which the pressure by the toggle levers 80, 82 on the valve 98 and ball valve 138 is released. This movement or" the plunger 70 may also be accomplished by mechanical means. such as by the hand lever 72 shown in Figure 1. In the position of the plunger, as shown in Figure 10, the toggle levers '80, 82 are'out of alignment, and the piston 1.08 is in the position in which communication between the supply pressure pipe 58 and pipes 46 and 130, leading to the car ate operator 44 and trip lever operator o engine 132 respectively, is cut oif. lVhen the piston 108 is moved into the position shown in- Figure 10, communication between the exhaust chamber 126 (leading to exhaust pipe 62) and the chamber 118, which is in direct co1nmunication with the pipes 46 and. 130, is established, and exhaust takesplace through these pipes to theexhaust chamber.

When the plunger 70 is moved into the position shown in Figure 10, in which position exhaust of pressure fluid takes place through the mechanism 48 and the doors are thereby closed, the movement of the plunger is arrested by the stop 136, and the spring 92 is returned to its original posit-ion indicated in Figure 10. In this position the pressure of the spring 92 on the valve 96 is released, whereby the pressure contact on the ball valve 138 is also released. At the time the pressure by the toggle levers on the valve 98 is released the pressure in the cham ber 100, above the ball 138, is substantially atmospheric, because of the communication of thechamber through the port 144 and opening 145 with the atmosphere, andthe pressure in the passageway 140, which leads from the chamber to the chamber 110, in communication with the pressure supply pipe 58, is equal substantially to the supply pressure, whereby the unbalanced pressure behind the ball 138 in the passageway 140 forces it away from its seat. The movement of the ball forces the valve 96, in contact therewith toward its seat 98, and through the added impact or force of the fluid pressure from the pipe 140 against the lower face of the valve, the valve. is forced to its seat, and is maintained in this position. by the pressure in the chamber 100 which is immediately built up.

The trip lever operator or engine 132 comprises a cylinder 146 in which is a piston 148 which is connected to the trip lever 52' through a connecting rod 152 which is attached to the piston in the usual manner by a wrist pin connection 150. The connecting rod 152 may be attached to the trip lever 52 in any suitable way, as by means of a bolt 154, for example. The trip lever 52 is preferably mounted so asto'swing or turn on a pivot 156, as shown more particularly in Fig ure 3, the lever 52 being supported from a bracket 158, which is preferably made integral with the casing surrounding the unit 48. In order to return the lever 52 to its inoperative position after the pressure of the fluid behind the piston 148 is released, a spring 160 may be mounted on a rod 162 between a stop member 164 and a nut or other holding means'166' at the end of the rod 162, the rod being connected to the lever 52 at any suitable point 168 and preferably mounted so as to slide in a bearing in the member t the valve will be operated so as to supply screw threaded connection.

pressure fluid to the elevator door operator Mounted in the arm 220 preferably at the inner end thereof is a spring pressed stop or member 228, which is slidably mountcd'in a sleeve 230, and which servesas a yieldablelifting means for the'controlling' valve 248. The sleeve 230 is preferably held in position by means of a screw threaded cylindrical 'member 232, in which a spring 234 is mounted so as to maintain the stop member 228 normally in its raised po 240 and positioned so as to form one wall thereof is a valve housing 246 which is pref erably connected and held in place by a In the valve housing is a valve 248, adapted to seat on a valve seat 250 and thus to cut off communication between the chamber 240 and the atmosphere, by closing the opening or port 252 around the valve stem 254 of the valve. Communicating between the cylin der chamber 256 in the housing and chamber 240 are passages 258, 260 serving to permit exhaust of pressure fluid from the chamber 256'through chamber 240 and through port 252 to the atmosphere when the valve248 is raised from its seat 250. The construction of the valve unit 36 is very similar to the corresponding valve in the electro pneumatic unit 48,the passageways and ports in the valve being substantially similarly arranged. V

The operation of the valve unit 36 when the elevator car is stopped in the shaft sufficiently near a landing so that the tripping lever roller may engage the valve operating lever is as follows: hen the tripping lever 52 isswung with its roller 54 so that the roller engages the valve operating lever 56, this lever is swung inwardly until the roller 54 contacts with the guide members 222, thus preventing further inward movement of the lever. Through this movement the arm 220 is swung upwardly against the force of the spring 226, and the stop 228 contacts with the valve ste1n254, raising the valve 248 from its seat and forcing a ball valve 262 upwardly against its seat the passageway 242, thereby cutting off communication between the chamber 240 and the chamber 244 above the piston 202. As soon as the valve 248 is raised the pressure fluid in the chamber 256 below the piston 202 exhausts through passages 258 and 260 piston 202 forces the piston downwardly,

whereby communication between the central chamber 270 and the exhaust chamber 264 is cut off bymeans of a disk valve 272 which moves to its seat 274. With the downward movement of the piston 202 a" disk valve 266, attached to the stem 204 on the opposite side of the chamber 270 from the disk valve 272, moves away from its seat 268, whereby communication between the chamber 244 and the inner chamber 270 is attained. In this position of the valve, fiuid pressure from the supply pipe 38 passes through the connection 214 (see Figure 3) into the chamber 244 and around the seat 268 into the inner chamber 270, and from thence through the connection 216 and pipe 34 (see Figure l). to the engine or operator 32, which through the toggle levers 28 opens the doors 16. WVh-en it is desired to close the elevator doors 16 the solenoid controlling switch in the controller handle '68, or the mechanical control handle 72, is operated to move the plunger 70 so as to release the pressure on the stem of valve 98, whereby the mechanism 48is operated to retract thelev-er 52 and roller 54 connected therewith, whereby the lever 56 is returned by means of the spring 226 to its normal position inwhich the stop 224 is in contact with the guide member 222. Through this movement the stop member 228 releases 'the'valve 248 which drops against its seat 250 cutting off communication between the chamber 240 and the atmosphere, and simultaneously with this action theball valve 262 moves away from its seat and permits passage of pressure fluid from the chamber 244, in communication with the supply line 38, through the passageway 242 into the chamber 240. From the chamber 240 the pressure fluid passes through passageways 258 and 260 into the chamber 256 below the piston 202 which is then in substantially free communication with the supply pressure, whereby the piston 202 will be forced upwardly until the disk or valve member 266 moves against its seat 268 therebyclosing communication between the chamber 244 and the inner chamher 270, which is in direct communication with the floor door operator32. \Vith' the upward movement of the valve 202, not only is the passage of, pressure fluid to the operator 32 cut off, but communication of the operator 32 with the exhaust line 40isiset up through the valve, which is accomplished by the movement of thedisk valve 272 which moves awayfrom its seat 274, whereby communication between the pipe 216 through the eta-43a central chamber 270 and exhaust chamber 26ftalrejs place. As soon asthe fluid pressure is released frombehindl the pistonin the operator 32, the spring therein, which has been compressed through the, opening" movement, serves to return the'doors 16 to their closed position through the force ap;-.'

, no longer be closed, and the car gate cannot thereafter be opened until the oontrolleif handle is again brought into the neutral position in which the car is stopped in the shaft. As soon as the elevator car mov es from the landing, the tripping lever 52 attached to the unit 48 under the car: moves out of the Zone in which'it can contact with the valve lever 56, and the shaft doors (V-annot thereafter be opened, except by hand operation from within th'e'shaft, until the car is again brought to within the required distance of the floor landing.

It is to be understood that various changes and modifications may be made in the device above described without departing from the spirit or scope of the invention as defined in the claims. It is to be understood that by the term guide rail, as employed in the claims I mean either an elevator guide rail or a counterweight guide rail.

The improvements herein described are designed more particularly for use in connection with elevators or elevator door and car gate operation but it is to be understood that various features or improvements herein claimed are adapted to be employed in other connections apart from elevator operation and are not therefore limited as to their use or aplication. The mechanism herein. described might be employed, for example, where two elements are to be simultaneously operated when a predetermined position of another moving element is reached. It might be employed for example, in connection with the operation of rail-' Way signals where two signals are to be automatically operated substantially simultaneously when a train or car reaches a certain position on the tracks. It is to be understood therefore, that the herein described embodiment of the invention constitutes only the preferred form thereof, and the scope of the invention is not limited to the preferred embodiment of the invention, except as defined in the claims.

W hat is claimed as new is:

1. In an elevator door control system, an elevator shaft, an elevator car in said shaft, a guide rail in said shaft, doors in the said shaft located at various landings thereof, a plurality of motor-mechanisms operatively connected to saic doors, means mounted on said guide rail for controlling the operation of said motor-mechanisms, and means connected with said car for operating the last named means when the elevator ear is, within a predetermii'ied distance of the'desired landing;

2. .In an elevator door control system, an

elevator s'h'a ft aneleva'tor car in 'said shaft, a guide railiii said s'hjaft, doors'in the sai'd shaft located at various landings thereof, a plurality of motor-mechanisms operatively connected to said doors, means a'djus tably mounted on said guide'rai'l for controlling the operation of said motorsm'echanisms, and tr pping means operable from wlth n Jsaid' fcar for operating the last named means when the elevator car 1s within a predetermined distance of'the desired landing. I

1 In anelevator door control system, an elevator shaft, a guide rail in the said shaft, Jan elevatoi car in said "shaft, a car gate on said car, a iiiotor-mecha'nism oper atively connected to said car gate, doors in the said shaft located at various landings thereof, a plurality of motor-mechanisms operatively connected to said doors,,means adjustably mounted on said guide rail for mechanisms, means for controlling the operation of said motor-mechanisms, means oper:

atively connected tothe last named means for causing operation of the said means mounted on the guide rail when the elevator car is within a predetermined distance of a landing. I

4. In an elevator door control system, an elevator shaft, an elevator car in said shaft, a guide rail in said shaft, doors in the said shaft located at various landings thereof, a plurality of fluid pressure operated mechanisms connected to the said doors, control valves adjustably mounted on said guide rail for controlling the operation of said mechanisms, and means operable from within said car for operating said control valves when the elevator car is within a predetermined distance of the desired landing.

5. In an elevator door control system, an elevator shaft, a guide rail in the said shaft, an elevator car in said shaft, doors in the said shaft located at various landings thereof, a plurality of fluid pressure operated mechanisms operatively connected to said doors, control valves mounted onsaid guide rail for controlling the operation of said mechanisms, and fluid pressure operated tripping means connected with said car and operable from within-said car for operating the control valve at the desired landing when the elevator car is within a predetermined distance thereof. V

6. In an elevator door control system, an elevator shaft, an elevator car in the said shaft, a guide rail in said shaft, doors in V20, rail in the shaft for controlling the said the said shaft located at various landings dependently operating with the said electro thereof, a plurality of pneumatically operated mechanisms operatively connected to the said doors, control valves? adjustably mounted on said guide rail for separately controlling the operation of said mechanisms, a pneun'iatic engine on said car, a tripping lever operatively connected to said engine, means accessible Withinsaid car for operating said engine, and cams for operating said control valves adaptedto be operated by said tripping lever When the elevator car is Within a predetermined distance of the desired landing.

7. In an elevator door control system for the simultaneous operation of an elevator shaft door and car gate, a motor mechanism operatively connected to the shaft door, operating means mounted on a guide motor mechanism, an electro pneumatic valve mounted on the elevator car and opera-tively connected to the car gate, means pneumatic valve for operating the operating means on the guide rail only When the elevator car is Within a predetermined distance of the floor landing, and means for preventing operation of said electro pneumatic valve While the elevator car is in motion.

8. In an elevator door control system, an elevator shaft, an elevator car insaid'shaft, a guide rail in said shaft, doors inthesaid shaft located at various landings thereof, power means for operating the said doors, adjustable means mounted on said guide rail for controlling the operation of the said doors from said power means, and means connected With said'car for operating the said adjustable means When the elevator car is Within a predetermined distance of the desired landin 7 Signed at New York city, N. Y. this 18th day of May, 1925.

HAROLD W. SHONNARD. 

